Center-sill construction.



I. F. STREIBI CENTER SILL CONSTRUCTION.

APPLICATION FILED NOV.20. I912.

Patented Jan. 18, 1916.

3 SHEETS-SHEET 2- THE COLUMBIA PumopRAPn c0 WASHINGTON, D- c.

J. F. STREIB.

CENTER ,SlLL CONSTRUCTION. APPLICATION FILED NOV-20,1912.

" 1, 168,918. I Patented J an. 18, 1916.

3 SHEETS-SHEET 3.

amnmoz TNB UDLUMBIA PMNOGRAPH cc WASHINGTON. D. c.

trauma snares arena ounroni JOHN F. STEEIB, or AVALON, rnNNsYLvaNIA, 'assrelvon TO rnnssnn srnnn can.

COMPANY, or rIrTsBUneI-I, rnNNsYLvaNIn, A CORPORATION on NEW JEasEY.

CENTER-SILL CONSTRUCTIGN.

Specification ofLetters Patent. Patented Jan, 18, 1916.

Application filed Hovember 530, 1512. Serial No. 732,494.

To all whom it may concern Be it known that l, JonN 3. S'rnmn, a citizen of the United States, residing at No. 39T- l- 1 1 1 6- t l ay 01 21' enue, i a on, in ac coun y of i-illeoheny and State of Pennsylvania,

have invented certain new and useful improvements in Center-dill Construction, of which the following is a full, clear, and exact description, such as will enable other skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, WlllCllllltlS- trate the preferred form of the invention, though it is to be understood. that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof will occur to those skilled in the art.

An object of this invention is to provide a car underframe having a center sill construction composed of two members each formed of a commercially rolled section.

manipulated in such a manner as to produce a maximum of strength and stiffness with a minimum number of parts.

Another object of this invention is to produce a center sill construction, suitable for use in a railway car underframe, composed of two commercially rolled sections so manipulated at the ends as to form extend ing arms laterally spaced apart, one of the arms of each member extending either from points at the bolsters or at the rear of the bolsters to the end sills, or only a sui'licient distance past the bolsters to form suitable supports for theends of the. separate daft sills, the other or laterally extending arms extending substantially to the bolsters and secured thereto. 1

The production of a single commercially I rolled beam having its ends so manipulated as to form laterally extending arms and the reduction in vertical depth of the end portions of such beams has already been fully illustrated, described and claimed in my pending application for United States patent, Serial No. 717,465, filed August 28th,

1919, and it is, therefore, to be understood that in this application it is the intention to claim only such manipulation and construction as is novel and not included in my pending application above referred to.

My invention therefore resides particularly in the manipulation of a commercially rolled section in such a manner as to produce a truss beam shallower in depth at its ends than at its intermediate portions, and having a portion of its ends manipulated so as manner as to make it diverge from the other of such slit portions in a manner hereinafter more fully described.

Myinventmn further resides in the com binaticn of the ends of the truss beams With the draft sills and bolsters of the underframe.

Since the details of construction of both,

ends of the underframe embodying my invention are substantially identical, only one of such ends has been illustrated in the drawings, and it will be understood that the description of one end applies equally to both.

In the drawings in which like reference characters indicate like parts throughout the several figures, Figure 1 is a plan view of a railway car underframe constructed in accordance With my invention; Fig. 2 is a sectional view of the undcrfrai'ne, taken on line 22 of Fig. 1; Fig. 3 is a longitudinal section of the underframe taken on line 3-43 of 1; Fig. lis a cross section of the underframe taken on line 4 l of Fig. 1 5 is a cross section of the underframe taken on line 55 of Fig. 1 and Figs. 6 and 7 are cross sections of the underframe taken on lines 66 and 7-? respectively of Fig. 1.

Referring to the drawings, 1, 1 indicate the truss beams or sills preferably constructed of commercially rolled shapes or I sections having their webs disposed vertically and their flanges outstanding horizontally. The beams 1, 1 are each perforated at 2 by punching or drilling small holes in their Webs at any suitable distance from the end of the beams and preferably at a point situated at or near the neutral aXis of the beam The Webs of the beams are then slit at 3, as shown in Figs. 2 and 3, s eh slits extending from the perforations 2 to the extreme end of the beams. The end portions 4:, 1 of each of the beams thus split are then spread apart ina horizontal plane, as indicated by l and 1" in Fig. 1, the lower portions 5, 5 of the beams thus slit remaining. in their original vertical plane. The upper portions 4:, e heretofore referred to, are spread apart laterally from their original vertical plane to any suitable extent and are shortened sufficiently to contact with the inner side of the webs of the bolster members and are secured thereto by connection angles 6, thus forming very eflicient diagonal braces between the center sills and bolsters. The lower portions 5 of the beams when slit are then bent upwardly in a vertical plane and at an angle to the end portions l, l in order to reduce the vertical distance between the horizontal planes of the outsides of the top and bottom flanges of ends 5,5 of the truss beams .1, 1. This center brace 7 may be located at any suitable distance from the ends of the lower portions 5 of the beams, and preferably at such "a for the draft beams or sills.

distance therefrom as to malre the ends of the beam, wluchproyect beyond the center casting, of sufiicient length to form a splice At the points where the center brace 7 is secured between the ends 5, 5 of the beams 1, 1 bolster members 8, 8 are'secured to, the portions 9, 9 of the web of the lower members 5, 5 of the beams 1, 1. These bolster members can be of any suitable form or material, but preferably may be constructed of pressedsteel diaphragms, as shown in the drawings; The lower portion of the center brace 7 and its flange 7, as well as the lower flanges 10, 1O of the ends 5, 5 of the beams, are all secured togetlier'by a bolster tie plate '11,

which extends acrossthe aforesaid center brace. The upper flanges 12 of the bolster diaphragms 8 arev secured together by the top bolster tie plate 13.

Tothe ends 5, 5 of the beams, which extend beyond the bolsters, draft sills or beams are secured, which may be of any suitable length and shape. One end of each of these draft sills overlaps'the ends 5, 5 of the beams and are secured thereto, and the other ends extending to and are secured to the end sill 14.

To compensate the lower portions 0, 5 of the beam for loss of strength, due to the removal in a sidewise direction of their upper flanges 15,15 and upper portions of thelr webs 16, 16 and to enable them to better resist any tendency to buckling under buffing shocks, angle bars 17, 17 are riveted to the webs 16, 16 of the beams near to the top flanges 15, 15 at points 18, 18. These angle bars extend from the points 18, 18 in substantially the same vertical. plane,

until they contact with the upper portions 19, 19 of the webs 9, 9 of the lower portions 5, 5 of the beams. These angle bars 17, 17 are secured to the last referred to'portions 5, 5 of the beams and may extend to the ends thereof, and are secured to the bolster tie plate 18, at points 20, '20 where they pass under it and contact with its lower surface.

21 indicates the striking casting of the car underframe which is secured to the end sill ll, and which may be of any suitable shape and'material.

22 indicates one of the cross bearers of the underframe, which is shown of 1 section. These cross bearers pass through perforations in the webs of the beams 1, and are secured to the webs of the beams by suitable members 23, through which the I beams are passed and secured. Continuous Z shaped side sill members 24: are supported by the ends of the bolsters and cross bearers and on these sills are carried the usual side nailing stringers (not shown), though it is evident that any form of side sills or their equivalent may be substituted if desired, this invention relating particularly to the double beam center sill underframe described and its associated parts.

It is to be understood that I do not limit my invention to slitting the end portion of the web of a webbed section of metal, spreadlng one of such slit portions apart laterally and bending upwardly the lower of such I portions so slit, but it is within the principle and scope of my invention to bend. downwardly the upper portion ofthe slit end of the section, or tobend both members either upwardly or downwardly in a vertical plane, as may be found most expedient. Nordo I limit my invention to spreading laterally the upper portion of the end of the beach so slit, the lower portion remaining in its original vertical plane; but, it is within the principle and scope of my invention to spread laterally the lower portion of .the

end of the beannthe upper'portion remaining in its original vertical plane.

I am aware that it 1s old n the art to effeet a reduction in the depth of a webbed metal beam by cutting away a portion of the web at the end of the beam, and bending toward each other in their. original vertical plane the edges of the web eontcrminous with such cut away portion, and also by displacing a portion of the web at the ends of the beam and simultaneously bending the longitudinal edges of the beam toward each other in the same vertical plane, and this application is therefore intended to cover only so much of the disclosure made herein asis covered by the claims.

l/Vhat I claim is 1, In a car underframe, a center sill con SlSlllllg of two webbed metal longltudinal rec members, each member having the end of its web slit, one portion of such slit end being displaced from its original vertical plane and away from the other portion.

2. In a car undertrame, a center sill consisting of two webbed metal longitudinal members, each member having the ends of its web slit, one portion of each slit end being displaced from its original vertical plane and out of contact with the other portion of said slit end. i

3. In a car underframe, a center sill consisting of two webbed metal longitudinal members, having their ends slit, portions of such ends being displaced laterally in opposite directions.

4:. in a car underframe, a center sill consisting of two webbed metal longitudinal members, having the ends of their webs slit, portions of such ends being displaced from their original vertical plane in opposite directions.

5. In a carunderirame, sisting oi two webbed metal longitudinal. members, each member having the ends of its web slit, one portion of each slit end being spread away from the remaining portion of said end.

6. In a car underframe, a center sill consisting of two webbed metal longitudinal members, having their ends slit, portions 01' such slit endsbeing spread away from the remaining portions and in opposite directions to each other. i

7. In a car underframe, a center sill consisting of two webbed metal longitudinal members, each member having the end of its web slit, one portion of such end being displaced vertically and the other portion being displaced laterally, said portions being out of contact with each other.

8. In a car underframe,

a center sill cona center sill consisting of two webbed metal longitudinal members, having their ends slit, portions of such ends being displaced laterally in different directions.

9. In a car underi rame, a center sill construction consisting of two webbed metal longitudinal members, having the ends oi their webs slit, one portion of the end of each member being displaced in its original vertical plane and the other portion of each member being displaced from its original vertical plane.

10. In a car underframe, a center sill consisting of two commercially rolled beams having their ends slit, portions of said slit ends being displaced laterally in difi'erent directions.

11. In a car underframe, a center sill consisting of two commercially rolled beams having their ends slit, portions of such ends being displaced vertically and laterally, said vertically and laterally displaced portions of each beam being out of contact with each other. I

12. In a car underframe, a center sill consisting of two commercially rolled beams having the ends of their webs slit, one portion of the end of each beam being displaced upwardly in a vertical direction and being out of contact with the other portion of said end.

13. In a car under-frame, a center sill consisting of two commercially rolled beams having the ends of their webs slit, one portion of each of said ends being displaced laterally from its original vertical plane and away from the other end portion of said beam.

i i. In a car under-frame, a center sill consisting of two commercially rolled beams, having the ends of their webs slit, portions of such ends being displaced from their original vertical plane and in opposite directions.

15. In a car underframe, a center sill consisting of two commercially rolled beams, havingthe ends of their webs slit, one portion or the end of each beam being spread away from the other portion and away from its original vertical plane. p

16. In a car underframe, a center sill consisting of two commercially rolled beams, having the ends of their webs slit, one portion of one of said ends being displaced in an opposite direction to that of ing portion of the other of said ends.

17. in a car underframe, a center sill consisting of two commercially rolled beams having the ends of their webs slit, one portion of one of such slit ends being displaced vertically and the other portion being displaced laterally, said portions being out of contact with each other.

18. In a car undertrame, a center sill consisting of two commercially rolled beams having their ends slit, portions of such ends being so displaced as to effect a reduction in depth and an increase in width of the end of the center sill, said portions being out of contact with each other.

19. in a car under-frame, a center sill consisting of two commercially rolled beams, each having integral diverging ends spaced apart, one of said ends being displaced from.

its original vertical plane.

20. in a car underframe, a center sill consis of two commercially rolled beams having integral laterally spaced apart, one portion oi the end of each a corresponddiverging ends of said beams being displaced from its original vertical plane.

21.. in a car underframe, a center Slll comprising two commercially rolled beams havingintegral. bifurcated ends spaced apart,

one portion of the end of each beam being displaced from its original vertical plane.

22. Ina car underframe, a center sill con sisting of two commercially rolled beams having integral laterally bifurcated ends spaced apart, one portion of the end of each beam being displaced from its original verti cal plane.

having integral plane, and

end of the center sill 23. In a car underframe, a center sill consisting of two commercially rolled beams bifurcated ends spaced apart, one portion-of the end of each beam being displaced from its original vertical draft sills secured to the other portions of the ends of said beams.

24. .In a car underframe, a center sill con sisting of two commercially rolled beams having integral diverging end portions displaced from their original vertical planes and portions remaining intheir original vertical planes and draft sills secured to said last mentioned portions.

25. In a car underframe, a center sill consisting of two commercially rolled beams having integral laterally diverging end portions displaced from their original vertical planes and straight portions, and draft sills secured to said straight portions. 26. In a car underframe, a center sill consisting of twocommercially rolled beams having horizontally divided end web pO-rtions and draft sills, the upper of said end portions being spaced apart and the other of saidend portions connected to said draft sills. T

27. In a car underframe, acenter sill consisting of two commercially rolled beams having their ends slit, portions of such slit ends being displaced vertically relative to the other portions of said ends whereby the is reduced in height as its extremityis approached, said portions being out of contact with each other. e 28. In a car underframe, a bolster having top and bottom cover plates, a center sill consistingof two commercially rolled beams having their ends slit, portions of such ends extendingv through said bolster, the other portions of said ends terminating at said bolster and connected therewith, a bolster center'brace between and secured to'said firstmentioned' portions and to one of said cover plates, and a draft-sill secured to each of said first mentioned portions.

29. In a car underframe, a bolster, draft sills, a center sill consisting of two commercially rolled shapes, both having integral bifurcated ends, portions of said ends-being displaced from" their original vertical I planes, spaced apart, and connected with said bolster, W

. 30; In a car underframe, the combination with a bolster, of a center sill consisting .of two commercially rolled beams formed with integral diverging end portions, portions of saidends beingjdisplaced from their said bolster, and

being displaced at its end, the

m ans planes and connected to draft sills secured to the remainingportions of said ends.

31. In a car underframe, the combination with the bolster, and center sill members constructed ofcommercially rolled beams, of diagonal braces integral with said center sill members and terminating at said bolster.

32. The combination with a bolster, of a center sill formed of commercially rolled beams having integral brace members terminating at said bolster.

33. The combination with a center sill formed of'webbed metal, of a laterally extending diagonal brace member integral therewith, formed by slitting the end of said sill .and displacing one portion only of such slit end.

34. In a car original vertical.

underframe, a center sill consisting of two commercially rolled longitudinal members having the ends of their webs slit, the upper portions of such ends diverging outwardly and the lower portions vertically.

In a car underframe, a center sill consisting of two commercially rolled longituclinal members having the ends of their webs slit, the upper portions of such slit ends diverging in opposite directions and the lower portions beingdisplaced vertically in an upward direction.

36. In a car underframe, a center sill consisting of two commercially rolled beams having their-ends slit, one portion of each of said ends being displaced from its original vertical plane to form a diagonal brace. 37. In a car underframe, a bolster, a center sill consisting of two webbed metal longitudinal members-portions of the ends of said longitudinal members extending lat orally and terminating at the bolster, the

ter s1ll consisting of two webbed metal longitudinal members, and laterally extending diagonal braces integral with said longitudinal members secured to and terminating at said bolster.

39. A truss beam consisting of a section of webbed metalhaving its end slit, one portion only of such end being displaced laterally to increase the width of said beam other portionbeing displaced 1n its original vertical plane to decreasethe height of said beam at its end. H

40. A truss beam consisting of a section of webbed metal having its end slit, one portion only of such end being bent and spaced apart from the other portion to increase the width of theend of said beam. 7 41. In a car underframe, abolster, draft sills and a center sill compr sing a pair of spaced members having their ends sl1t, one

portion of the end of each member being.

bent laterally and secured to said bolster, ening member secured to said first menand the other portion of the end of each tioned portion adapted to compensate for member being bent vertically and connected the displacement of the second mentioned with one of said draft sills. portion. i

5 4-2. A truss beam consisting of a section In testimony whereof I afiix my signature of Webbed metal having the end portion of in presence of tWo Witnesses.

its web slit, one portion of such slit end JOHN F. STREIB. being displaced in its original vertical plane /Vitnesses: and the other portion being displaced from FRANK E. IVIILLER,

to its original vertical plane and a strength- MARGARET SUMMERBELL.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

